Truck



June 10, 194;?. c..| HEAT'ER ErAL TRUCK 2 sheets-sheet l Filed Oct. 50, 1943 ff" Gig TRUCK Filed oct. 5o, 1945 2 sheets-sheet 2 A lllll-llllllllllllll! L2 20 lllll Il!!! ,-46

INVENToRs. aflia/er C M672/ af Wm @M Patented June 10, 1947 UNITED STATES PATENT OFFICE TRUCK Charles L. Heater and Claus J. W. Clasen, Chicago, Ill., assignors to American Steel Foundries, Chicago, Ill., a corporation of New Jersey Application October 30, 1943, Serial No. 508,280

(Cl. S-197) 41 Claims. 1

Our invention relates to railway car trucks and A more particularly to a truck incorporating means for preventing harmonious oscillation of the bolster supporting springs.

The principal object of our invention is to design a bolster supporting spring group comprising means for dampening the oscillation of the springs without resorting to friction means such as is frequently utilized iorthis purpose.

Our invention comprehends' a novel spring group in which certain of the springs are of relatively small capacity and have a relatively great length of travel or period of oscillation with respect to the other springs of the group. A novel rocker assembly is provided by means of which the bolster is supported on the spring group, said assembly being formed and arranged to cause a greater rate of deflection in the relatively long travel springs, than in the relatively short travel springs. f

By means of our novel spring suspension above described, an increase or'decrease of the load upon the bolster causes a different rate of deflection for the two types of springs, the deflection of each type of spring being at a dierent rate than the increase or decrease in the bolster load. Furthermore, the vertical movement of the bolster differs from the spring deflection average because of constantly moving contact points between the bolster and the rocker assemblyas load upon the bolsterl is increased or decreased,

Heretofore ease of riding which accompanies the use of long travel springs has not been achieved under conditions when the lspring group is lightly loaded, and it is therefore a further object of our invention to accomplish this result by designing an arrangement in which light bolster loads cause a greater rate of deflection in the long travel springs than the average rate of deilection for the entire group.

In the drawings,

Figure 1 is a fragmentary side elevation of a railway car truck incorporating our invention, the ends of the truck being broken oli, inasmuch as they are not pertinent.

Figure 2 is a fragmentary top view of the structure shown in Figure 1, the left half of Figure 2 being a plan view with the side -frame shown in section through one of the columns, and the right half of this figure is a section view taken in the horizontal plane indicated by the line 2-2 of Figure 1.

Figure 3 is a further sectional view taken in the transverse vertical plane indicated by the line V3-3 of Figure 1.

Figures 4 and 4A illustrate in detail one of the novel single spring caps utilized in our invention, Figure 4 being a top plan view of the cap and Figure 4A being a side elevation thereof. f

Figures 5 and 6 are, respectively, a top plan view and a side elevation of one of the novel double spring caps utilized in our arrangement, and Figure 6A is a sectional View taken along the line A-A shown in Figure 5.

Figures 7 and 8 are, respectively, a top plan view and a side elevation of one of the rockers utilized in our novel rocker assembly.

Describing our invention in detail, the side frame comprises the compression member 2, the tension member 4, and the spaced columns 6`, 6, defining therewith a bolster opening 8. As may be seen in Figure 3, the compression member 2 is of box section above the bolster opening, and likewise, the tension member 4 is of box section beneath the bolster opening, with the inboard and outboard Webs i8 and I2 and the top and bottom chords I4 and I6, the top chord being widened beneath the bolster opening to afford a spring seat i8 formed with positioning means 20, 20 (Figure 1) for the springs of the bolster supporting spring group which are seated on the spring seat i8.

Each column 6, as best seen in Figure 2, is of `general U-section, comprising the inboard and outboard legs or Webs 22 and 24, and the transverse web 26 extending therebetween, the inboard an-d outboard webs 22 and 24 being provided respectively with the inboard and outboard flanges 28 and 30, presenting the bolster guide surfaces 32' and 34.

The bolster supporting spring group comprises a spring 36 and a pair of spaced inlboard and outboard springs 38, 38 at each side of the transverse centerline of the side frame, the spring 36 being partially housed between the inboard and outboard Webs 22 and 24 of the adjacent column 6. As illustrated, each spring 36 and 38 is a composite unit comprising a plurality of telescoped coil springs; however, it will be understood that, if desired, each spring 36 or 38 may consist oi a single coil.

'As will be clearly seen in Figure 1, the springs 36, 36 are of somewhat greater length than the springs 38, 38 and likewise, each `of the springs 36, 36 is of less capacity and has a greater length of travel or period of oscillation than the springs 38, 38. All of the springs may have the same solid height.

A single spring cap 40 is seated on each spring 3E, one of said caps being shown in detail in Figures 4 and 4A, from which it will be apparent that the cap is a -disc with a lug 42 on the bottom thereof for reception within the spring 36, said disc having a crowned surface 44 on the top thereof affording a seat for the associated rocker as hereinafter' described.

Seated on each pair of springs 38, 38 is a double spring cap 46, illustrated in detail in Figures through 6, said cap 46 having a pair of lugs 48, 48 on the bottom thereof for reception within the associated springs 38, 38, and said cap having the crowned surface 50 on the top thereof for engagement with the associated rocker as hereinafter described.

A rocker mechanism or assembly, generally designated 52 (Figure 1), is supported on the spring caps 40 and 46, and affords support for the truck bolster in a manner hereinafter described, said rocker assembly comprising a pair of spaced rockers 54, 54 at opposite sides of the transverse center line of the truck, one of said rockers being illustrated in detail in Figures 7 and 8, from which it will be apparent that the rocker is a substantially solid casting or forging having at one end thereof the socket portion 56, complementary in form to the crowned surface -50 of the associated double spring cap 46, the socket portion 56 being engaged With the associated double spring cap as at 58 (Figure 1). At the opposite end thereof, the rocker 54 is provided with a socket por.. tion 60, formed and arranged for complementary engagement at 62 (Figure 1) with the crowned surface 44 of the associated single spring cap 40. Intermediate its end, the rocker 54 is provided at opposite sides thereof with the trunnion or pivot pin pockets 64, 64 adapted for the reception of trunnions or pivot pins 66, 65 (Figures 1 and 2) by means of which the rocker 54 is pivotally interconnected with the Spanner 68, said spanner being an elongated casting or forging of the form illustrated in Figures 1 and 2 and being provided at each end thereof with a jaw (Figure 2) pivotally connected to the adjacent rocker 54 as at 66 in the manner above described. Intermediate its ends the Spanner 68 is provided with an upstanding lug 'l2 projecting through an opening in the bottom wall of the bolster 14, the lug 12 being provided with an opening 'I6 for the reception of a pin by means of which the Spanner may be secured to the bolster I4 during assembly and disassembly of the truck.

At each side thereof the bolster is provided with an arcuate surface 18 seated on the flat seat 88 (Figures 7 and 8), formed on the top of the adjacent rocker 54 intermediate the ends thereof. It will be understood that the spanner 68 is operable to interlock the rockers 54, 54 with the bolster in order to maintain the proper relationship between the surfaces 18, 18 on the bottom of the bolster and the surfaces 80, 80 on the tops of the rockers by limiting relative movementl between the rockers and the bolster longitudinally of the frame. Relative movement between the rockers and the bolster in an inboard or outboard direction is limited by the inboard and outboard webs 22 and 24 of the columns 6, 6, as will be clearly understood from a consideration of Figures 1 and 2. The bolster 'I4 is of box section and is provided at opposite sides thereof with the column guide lugs or wing portions 82, V82 received between the inboard and outboard webs of the columns 6, 6, thus interlocking the bolster and side frame.

Referring now to Figure 1, it will be seen that,

- as load is placed on the bolster 14, the springs 36,

36 being of relatively small capacity and having a relatively great length of travel, will at first deflect at a greater rate than the rate of deflection of the springs 38, 38, thus causing the rockers 54, 54 to tilt or rock against the bolster surfaces 18, 18. This rocking movement causes the contact between the bolster 'I4 and the rockers 54, 54 to gradually move toward the transverse center line of the truck, thus gradually increasing the amount of bolster load which is transferred to the springs 38, 38.

In this connection it will be understood that, by means of the above-described rocker assembly, an increase or decrease of load upon the 'bolster causes a greater rate of deflection for the springs 35, 36 during the first stages of normal group travel, when the group is lightly loaded, than the rate for the springs 38, 38 or the average rate of deflection for the entire group, the rate of the deflection of both the springs 36, 36 and 38, 38 being different than the rate of increase or decrease in the bolster load. During the later stages of normal group travel, when greater bolster loads are transmitted to the spring group, the rate of deflection in the long travel springs 36, 36 becomes less than the rate of deflection for the springs 38, 38 due to the fact that the points of contact between the rockers and the bolster 14 move toward the transverse center line of the truck as load increases upon the spring group. Furthermore, vertical movement of the bolster is at a rate different from the average deflection of the springs 36, 36 and 38, 38, due to the constantly changing points of contact between the bolster 14 and the rockers 54, 54.

It will thus be apparent that the vertical movement of the bolster is out of ratio with the increase or decrease of the bolster load or conversely the potential energy between the springs 36, 36 and 38, 38, due to the load, is out of ratio to the release of the load. Because of this condition, it is impossible for harmonious oscillations to be built up among the springs 36, 36 and 38, 38, and deleterious action of such harmonious oscillations is thus avoided.

It is to be understood that we do not wish to be limited by the exact embodiment of the device shown which is merely by way of illustration and not limitation as Various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

We claim:

1. In a railway car truck, a side frame comprising tension and compression members and spaced columns defining therewith a bolster opening, each column being of U-section with inboard and outboard legs, a coil spring partially h'oused in each column between the inboard and outboard legs thereof, spring caps on said springs, two pairs of transversely aligned coil springs intermediate said flrst-mentioned springs and of relatively great capacity. with regard thereto, a spring cap on each of said pairs of springs, each of said caps presenting a surface crowned in the direction longitudinally of said frame, a pair of rockers in complementary engagement with said crowned surfaces, each of said rockers being seated on one of the first-mentioned caps and one of the second-mentioned caps, a, spanner pivotally connected at opposite ends thereof with respective rockers, and a bolster seated on said rockers and interlocked with said Spanner, said bolster having lugs at opposite sides th'ereof received between the inboard and outboard legs of respective columns for interlocking engagement therewith, each of said rockers projecting between the inboard and outboard legs of the adjacent column for guiding engagement therewith.

2. In a railway car truck, a side frame comprising tension and compression members and spaced columns defining therewith a bolster opening, each column having inboard and outboard legs, a coil spring partially housed in each co1- umn between the inboard and outboard legs thereof, spring caps on respective springs, two pairs of transversely aligned coil springs intermediate said iirst-mentioned springs and having a relativel7 great capacity with respect thereto, a spring cap on each of said pairs of springs, said caps presenting crowned surfaces on the tops thereof, a pair of rockers, each of said rockers being seated atop one of said first-mentioned caps and one of said second-mentioned caps in complementary frictional engagement with the crowned surfaces thereof, and each of said rockers projecting between the inboard and outboard legs of the adjacent column for guiding engagement therewith, a bolster having arcuate surfaces seated on respective rockers, and means interlocking said rockers with' said bolster against relative movement longitudinally of the frame with respect to said bolster.

3. In a railway lcar truck, a side frame comprising tension and compression members and spaced columns defining therewith a bolster opening, each column being of U-section with inboard and outboard legs, a coil spring partially housed in each column between the inboard and outboard legs thereof, spring caps on said springs, two pairs of transversely aligned coil springs intermediate said iirst-mentioned springs and of relatively great capacity with regard thereto, a spring cap on each of said pairs of springs, each of said caps presenting a surface crowned in the direction longitudinally of said frame, a pair of rockers in complementary engagement with said crowned surfaces, each of said rockers being seated on one of the first-mentioned caps and one of the second-mentioned caps, a Spanner pivotally connected at opposite ends thereof with respective rockers, and a bolster seated on said rockers and interlocked with said spanner, said bolster having lugs at opposite sides thereof received between the inboard and outboard legs of respective columns for interlocking engagement therewith.

4. In'a railway car truck, a side frame comprising tension and compression members and spaced columns defining therewith a bolster opening, a coil spring partially housed in each' column, spring caps on respective springs, two pairs of transversely aligned coil springs intermediate said first-,mentioned springs and having a relatively short period of oscillation with respect thereto, a double spring cap on each of said pairs of springs, all of said caps having on the tops thereof surfaces crowned in a direction longitudinally of the side frame, a pair of rockers in complementary engagement with said crowned surfaces, each of said rockers engaging one of said double spring caps and one of said first-mentioned caps, a spanner pivotally connected at opposite ends'thereof with respective rockers, and a bolster seated on said rockers in rocking engagement therewith, each of said rockers being partially housed within the adjacent column for guiding engagement therewith, and a lug on said spanner projecting into a complementary opening in the bottom wall of said bolster forinterlocking said Spanner therewith.

5. In a railway car truck, a side frame comprising tension and compression members and spaced columns defining therewith a bolster opening, each column being of' U-section with inboard and outboard legs, a coil spring partially housed in each column between the inboard and outboard legs thereof, spring caps on said springs, two pairs of transversely aligned coil springs intermediate said first-mentioned springs and of relatively great capacity with regard thereto, a spring cap on each of said pairs of springs, each of said caps presenting a surface crowned in the direction longitudinally of said frame, a pair of rockers in complementary engagement with said crowned surfaces, each of said rockers being seated on one of the first-mentioned caps and one of the second-mentioned caps, a Spanner pivotally connected at opposite ends thereof with respective rockers, and a bolster having arcuate surfaces on the bottom thereof seated on respective rockers, said bolster being interlocked with said Spanner.

6. In a railway car truck, a side frame comprising spaced columns partly defining a bolster opening, each column comprising inboard and outboard legs affording bolster guide surfaces, a spring partiallyhoused in each column between the inboard and outboard legs thereof, spring caps on respective springs, two pairs of transversely aligned springs intermediate said firstmentioned springs and having a relatively short period of oscillation with respect thereto, a double spring cap on each of said pairs of springs, each of said first and second-mentioned caps presenting a surface crowned ina direction longitudinallyof the side frame, a pair of rockers, each of said rockers being in complementary frictional engagement with the surface on one of said firstmentioned caps and the surface on one of said second-mentioned caps, a Spanner pivotally connected at opposite ends thereof with respective rockers, andk a bolster having arcuate surfaces seated on said rockers, said bolster being interlocked with said spanner.

7. In a railway car truck, a, side frame cornprising spaced columns partly defining a bolster opening, each column having inboard and outboard webs, a coil spring partially housed in each column between the inboard and outboard webs thereof, two pairs of transversely aligned coil springs intermediate said first-mentioned springs and having a relatively short period of oscillation with respect thereto, all of said springs being seated on said frame in said bolster opening, a pair of rockers each supported on one of said first-mentioned springs and one pair of said second-mentioned springs, a bolster seated on said rockers in rocking engagement therewith, and means interlocking said rockers against relative movement longitudinally of the frame with respect to said bolster, each of said rockers projecting between the inboard and outboard webs of the adjacent column for guiding engagement therewith.

8. In a railway car truck, a side frame comprising spaced columns partly defining a bolster opening, each column having inboard and outboard legs, a coil spring partially housed in each column between therinboard and outboard legs thereof, two pairs of transversely aligned coil springs intermediate said first-mentioned springs and having a relatively short period of oscillation with respect thereto, all of said springs being seated on said frame in said bolster opening, a pair of rockers each supported on one of said first-mentioned springs and 4one pair of said second-mentioned springs, a bloster seated on said rockers in rocking engagement therewith, and means interlocking said rockers against relative movement longitudinally of the frame With respect to said bolster.

9. In a railway car truck, a side frame, a `plurality of bolster supporting springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a .greater rate of deflection in said long travel springs than in said other springs, said means comprising a plurality of rockers, each rockingly engaging the bolster and each supported on a plurality of said springs having different lengths of travel, and means interconnecting said rockers and connected to the bolster for maintaining said rockers in assembled relationship with respect to the bolster, each of said rockers being in guiding relationship with a portion of said frame.

10. In a railway car truck, a side frame, a plurality of bolster supporting springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a greater rate of deflection in said long travel springs than in said other springs, said means comprising a plurality of rockers, each rockingly engaging the bolster and each supported on a plurality of said springs having different lengths of travel, and a member pivotally connected to said rockers and extending transversely of the bolster, said member being interlocked intermediate its ends with the bolster.

1l. In a railway car truck, a side frame comprising spaced columns partly dening a bolster opening, a coil spring disposed adjacent each column, two pairs of transversely aligned coil springs intermediate said first-mentioned springs rockers being in guiding engagement with the adjacent column.

12. In a railway car truck, a side frame, a

plurality of bolster supporting springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a greater rate of deflection in said long travel springs than in said other springs, said means comprising a plurality of rockers, each rockingly engaging the bloster and each supported on a plurality of said springs having different lengths of travel, and means connected t the bolster and the rockers for maintaining the latter in assembled relationship with respect to the bolster, said last-mentioned means being formed and arranged to acconunodate pivotal movement of the bolster in a horizontal plane with respect to said rockers.

13. In a railway car truck, a side frame comprising spaced columns partly defining-a bolster opening, a coil spring disposed adjacent each column, two `pairs of transversely aligned coil springs intermediate said first-mentioned springs and of relatively great capacity with respect thereto, a pair of rockers, each being supported on one of said first-mentioned springs and one pair of said second-mentioned springs, a bolster seated on said rockers in rocking engagement therewith, and means interlocking said bolster with said rockers to prevent relative movement thereof longitudinally of the frame.

14. In a railway car truck, a side frame, a plurality of bolster supporting springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a greater rate of deflection in said long travel springs than in said other springs, said means comprising a unit including a plurality of interconnected rockers, each rockingly engaging the bolster and each supported on a plurality of said springs having different lengths of travel, and means connecting said unit to said bolster at a point spaced from said rockers.

l5. n a railway car truck, a side frame comprising spaced columns partly defining a bolster opening, a group of springs on said frame in said opening, a plurality of rockers, each being supported at one end thereof on one of said springs and at the opposite end thereof on a plurality of transversely aligned springs having a shorter period of oscillation than said firstrnentioned spring, a bolster supported by said rockers, a Spanner member pivotally connected at opposite ends thereof tosaid rockers, and means interlocking said member intermediate its ends with said bolster.

i6. In a railway car truck, a side frame, a plurality of bolster supporting springs supported from said frame, certain of said springs having greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a greater rate of deflection in said long travel springs than in said other springs during the first stages of normal group travel and a lower rate of deflection in said long travel springs than in said other springs during the later stages of normal group travel, said means comprising a plurality of rockers and means pivotally connected to each rocker and connected to said bolster to maintain said rockers in operative relationship with said springs.

17. In a railway car truck, a side frame, a plurality of bolster supporting springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a greater rate of deflection in said long travel springs than in said other springs, said means comprising a rocker mechanism including a plurality of pivotally interconnected members rockingly engaging said bolster and supported on said springs, and pivot means connecting said mechanism to said bolster.

18. In a railway car truck, a side frame comprising spaced columns partly defining a bolster opening, a group of springs on said frame in said opening, a. plurality of rockers, a bolster seated on and rockingly engaging said rockers, each of said rockers being supported on a plurality of said springs having different periods of oscillation, a spanner member pivotally connected at opposite ends thereof to said rockers, and means interlocking said member intermediate its ends with said bolster.

19. In a railway car truck, a side frame, a plurality of bols-ter supporting coil springs supported at their lower ends from said frame, certain of said springs having a greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a greater rate of deflection in said long travel springs Ithan in said other springs, said means comprising a plurality of rockers and means pivotally connected to each rocker and connected to said bolster to maintain said rockers in operative relationship with said springs.

20. In a railway car truck, a frame member, a group of bolster supporting substantially vertical coil springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster suppor-ted from said springs, and means associated with said springs for causing a greater rate of deflection in the long travel springs than the average rate for the entire group when the latter is under light bolster load, said means including a plurality of rockers positioned between said springs and said bolster, each of said rockers having spaced portions thereof supported on a plurality of said springs having different lengths of travel, and means pivotally connected to each rocker between the spaced portions thereof and lconnected to said bolster to maintain each rocker in operative relationship with the associated springs.

21. In a railway car truck, a side frame member, a plurality of bolster supporting substantially vertical coil springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster member supported from said springs, and means associated with said springs for causing a greater rate of deflection in said long travel springs than in said other springs under certain operating conditions, said means Vcomprising a plurality of rockers positioned between said springs and said bolster, each of said rockers having spaced portions thereof supported on a plurality of said springs having different lengths of travel, and means pivotally connected to each rocker between the spaced portions thereof and connected to said bolster to maintain each rocker in operative relationship with the associated springs.

22. In a railway car truck, a side frame, a plurality of bolster supporting springs mounted thereon, certain of said springs having a greater length of travel than others thereof, a bolster supported by said springs, and means positioned be-I tween said bolster and said springs for causing a greater rate of deflection in said long travel springs than in said other springs, 4said means comprising a plurality of rockers, each rocklngly engaging the bolster and each supported on a plu rality of said springs having different lengths of travel, and means interconnecting said rockers, said last-mentioned means being connected to the bolster for interlocking said rockers therewith and to maintain said rockers in operative relationship with said springs.

23. In a rocker assembly for a railway car truck, a pair of rockers eachv having at opposite ends thereof arcuate socket portions for engagement with associated spring caps, a spanner member extending between said rockers and pivotally connected to each intermediate the ends thereof, said spanner memberhaving means for interlocking engagement with an associated bolster.

24. In a rocker assembly for a railway car truck, a pair of rocker members, each having at opposite ends thereof bearing portions on the bottom thereof, and a Spanner member extending between said irocker members and pivotally connected to each intermediate the ends thereof.

25. In a rocker assembly for a railway car truck, a plurality of rockers each having at opposite ends of the lower surface thereof spaced bearing portions, rigid means extending between said rockers and pivotally connected to each intermediate the ends thereof, said rigid means including Vmeans for interlocking engagement with an associated bolster.

26. In a rocker assembly for a railway car truck, a plurality of rockers each having at opposite en'ds thereof downwardly facing arcuate socket portionsvfor engagement with associated spring caps, a Spanner member pivotally connected to each rocker intermediate the ends thereof, and pivot means on said Spanner member for interlocking said assembly with an associated truck bolster.

27. In a rocker for -a railway car truck, a, member having an abutment surface on the top thereof and spaced arcuate sockets on the bottom thereof adjacent opposite ends thereof and pivot means intermediate the top and -bottom of said member for cooperaton with means for connecting said rocker to an adjacent truck member.

28. In a rocker for a railway car truck, a ymember having an abutment surface on the top thereof and spaced arcuate sockets -on the bottom thereof adjacent opposite ends thereof, each side of said member having pivot means intermediate the top and bottom thereof for cooperation with means for connecting said rocker to an adjacent rocker forming a unit therewith.

29. In a rocker for a railway car truck, a member T-shaped in plan View with an abutment surface on the top thereof and spaced arcuate sockets on the bottom thereof adjacent opposite ends thereof, one of said sockets being formed on the leg of said T and the other of said sockets being formed on the crossbar thereof.

30. In a railway car truck, a side frame, a group of springs supported thereby, a plurality of rockers each supported by spaced springs of said group having different periods'of oscillation, means connecting said rockers to each other to form a unit, and a bolster supported on said rockers in rockable engagement therewith, said means comprising means interlocking said unit with said bolster and adapted to maintain said rockers in operative relationship with said springs.

31. In a railway car truck, a side frame, a group of springs supported thereby, a unit supported by said group including a plurality of interconnected lever members each being mounted adjacent its opposite ends on springs of said group having different periods of oscillation, a bolster supported by said lever members, and means interlocking said bolster with said unit and adapted to maintain said lever members in operative relationship with said springs.

32. In a railway car truck, a side frame, a group of springs supported thereby, a unit supported by said group including a plurality of interconnected lever members each being mounted adjacent its opposite ends on springs of said group having different periods of oscillation, a bolster supported by said lever members, land means interlocking said bolster with said unit, said means accommodating pivotal movement of said bolster in a hori- 11 zontal plane with respect to said side frame and lever members.

33. In a railway car truck, a side i'rame having spaced columns and an in-tervening bolster opening, two pairs of transversely aligned coil springs on said frame, a pair of relatively long travel springs on said frame adjacent respective columns, lever members each supported adjacent its opposite ends on one pair of said iirst-mentione'd springs and one of said second-mentioned springs, and a bolster supported on said members inrockable abutment therewith.

34. In a railway car truck, a side frame having spaced columns and an intervening bolster opening, two pairs of transversely aligned coil springs on said frame, a pair of relatively long travel springs on said frame adjacent respective columns, lever members each supported adjacent its opposite ends on one pair of said first-mentioned springs and one of said second-mentioned springs, and a bolster supported on said members in rockable abutment therewith, each of said members being housed within the adjacent column in guiding engagement therewith.

35. In a railway car truck, a side frame having spaced columns and an intervening bolster opening, two pairs of transversely aligned coil springs on said frame, a pair of relatively long travel springs on said frame adjacent respective co1- umns, lever members each supported adjacent its opposite ends on one pair of said inst-mentioned springs and one of said second-mentioned springs, a bolster supported on said members in rockable abutment therewith, and means interconnecting said members to form a unit, said means comprising pivot means in interlocking engagement with said bolster.

36. In a railway car truck, a side frame having spaced columns and anintervening bolster opening, two pairs of transversely aligned coil springs on said frame, a pair of relatively long travel springs on said frame adjacent respective co1- umns, lever members each supported adjacent its opposite ends on one pair of said nist-mentioned springs and one of said second-mentioned springs, a bolster supported on said members in rockable abutment therewith, means pivotally interconnected with each member intermediate its ends thereby interlocking said members into a unit, and means interlocking said unit with said bolster.

3'7. In a railway car truck, a side frame, a plurality of bolster-supporting springs supported from said frame, certain of said springs having a greater length of travel than others thereof, a bolster supported from said springs, and means positioned between said bolster and said springs for causing a greater rate of deiiection in sai'd long travel springs than in said other springs, said means comprising a plurality of rockers, each rockingly engaging the bolster and each suppor-ted on a plurality of said springs having different lengths of travel, and means interconnecting said rockers and connected to the bolster for maintaining said rockers in assembled relationship with respect to the bolster,

38. In a railway car truck, a supporting member, a supportedmember, coil springs seated on said first-mentioned member, a plurality of interconnected levers, each being mounted on said springs having dierent periods of oscillation and supporting said second-mentioned member, and means interlocking said second-mentioned member with said levers, said means accommodating pivotal movement of said second-mentioned member in a horizontal plane with respect to said nist-mentioned member and levers.

39. In a railway car truck, a supporting member, a supported member, a plurality of springs seated on said rst-mentioned member, vcertain of said springs having a greater length of travel than others thereof, and means'positioned between said springs and said second-mentioned member, said means comprising a plurality of rockers, each rockingly engaging said second-mentioned member and each supported on a plurality of said springs having diierent lengths of travel, and means connecting said rockers to said secondmentioned member at a point spaced from said rockers.

40. In a railway car truck, a pair of relatively movable members, a plurality of springs supported from one Iof said members, a plurality of rockers, each being supported at one end thereof on one of said springs and at the opposite end thereof on the other of said springs having a shorter period of oscillation than said first-mentioned spring, the other of said members being supported by said rockers, a rigid member pivotally connected at opposite ends thereof to said rockers, and means interlocking said rigid member intermediate its ends with said other member.

41. In a railway car truck, a pair of relatively movable members, a plurality of springs supported from one of said members, a plurality of rockers disposed between said springs and the other of said members, said last-mentioned member being seated on and rockingly engaging said rockers, said rockers being supported on a plurality of said springs having diierent periods of oscillation, a rigid element pivotally connected at opposite ends to said rockers, and means interlockingr said element intermediate its ends with said other member.

CHARLES L. HEATER. CLAUS J. W. CLASEN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 43,121 Marshall June 14, 1864 240,623 Tilden Apr. 26, 1881 626,873 Senderling June 13, 1899 1,073,102 Dorey Sept. 16, 1913 1,681,303 Martin Aug. 21, 1928 2,308,054 Chambers Jan. 12, 1943 2,305,914 Tucker Dec. 22, 1942 778,739 Buhoup Dec. 27, 1904 1,240,270 Voss Sept. 18, 1917 FOREIGN PATENTS Number Country Date 465,825 Germany Sept. 26, 1928 

